Internal combustion engine



May 2, 1939.

2 Sheets-Sheet l 39 /0 41 I4 I 43 J4 48 pas 3Lflng'LII/1L nm W. PHILLIPSINTERNAL COMBUSTION ENGINE Filed June l0, 1936 rZ'zl,

tiza

In/vento@ 7%47/95 Eff/.2 nos.

May 2, 1939. w. PHILLIPS I 2,156,304

lNTERNAL COMBUSTION ENGINE '//l 7 ..101- i m fg M j07 Patented May 2,1939 UNITED STATES PATENT OFFICE 20 Claims.

My invention relates to an internal combustion engine of the one strokecycle type, and has for its principal objects, to generally improve uponand simplify the construction of the existing forms of one stroke cycleinternal combustion engines, and to provide an internal combustionengine having the desirable characteristics of relative lightness ofweight, compactness, and capable of producing the greatest possibledegree of power from a given quantity of fuel.

Further object of my invention is to provide an internal combustionengine, having a piston mounted for reciprocatory movement Within acylinder, and the latter being mounted for reciprocatory movement, sothat the piston and cylinder are simultaneously moved in oppositedirections as the compressed gaseous fuel charges are alternatelyignited in the chambers between the ends of the piston and cylinder, andsaid piston and cylinder being connected by conventional connecting rodsto a crankshaft, so that all of the expansive forces of the ignited fuelcharges against the piston ends and cylinder heads are utilized torotate the crank shaft in its bearings and the application of the powerresulting from such expansive forces being applied on opposite sides ofthe crankshaft bearings, so that all thrust is transmitted to saidcrankshaft as torque.

Further objects of my invention are to arrange between the reciprocatingpiston and reciprocating cylinder, a sleeve, which in addition toreciprocating with the cylinder, has a limited degree of oscillatorymovement, so as to control the scavenging air and exhaust ports thatlead to and from the chambers between the ends of the piston and theheads of the cylinder; further to provide means for impartingoscillatory movement to the sleeve by a piston pin that passesdiametrically through the center of the piston; further to providesimple and elcient means for scavenging the products of combustion fromthe chambers between the ends of the piston and the heads of thecylinder after the ignition of the gaseous fuel charges, and further toprovide simple and efficient means for circulating cooling fluid throughthe outer shell or frame that encloses the reciprocating parts of theengine.

A further object of my invention is, to combine with one end of thehousing or frame, pumps that are operated by the reciprocating cylinder,and which pumps are effective in compressing air utilized forsupercharging the combustion chambers.

A further object of my invention is to provide an engine of thecharacter referred to, a piston provided in its ends with relativelysmall ignition and pre-combustion chambers, and to arrange in the endportions of the piston, valves that are actuated by means associatedwith the piston pin for controlling the admission of air and liquidhydro-carbon into said ignition and pre-combustion chambers and for thecombustion chambers.

With the foregoing and other objects in view, my invention consists incertain novel features of construction and arrangements of parts thatwill be hereinafter more fully described and claimed and illustrated inthe accompanying drawings in which:

Fig.v 1 is a Vertical section taken through the center of an internalcombustion engine constructed in accordance with my invention.

Fig. 2 is an elevational view partly in section, and with parts brokenaway of the reciprocating cylinder, and the sleeve that is carried bysaid cylinder, and which surrounds the piston, and said view showing thecam slot that is formed in the sleeve for imparting oscillatory movementto said sleeve.

Fig. 3 is an elevational View of portions of the piston and cylinder ofthe engine, and showing the connections between said piston and cylinderand the crankshaft.

Fig. 4 is a horizontal section taken on the line 4-4 of Fig. 1, andshowing the reciprocating piston, the sleeve that is positioned withinthe same, and the jacket that is arranged between the cylinder and thehousing or frame of the engine.

Fig. 5 is a vertical section taken through the lower portion of thepiston, and showing the valve that controls the admission of air andliquid hydro-carbon to the ignition and pre-combustion chamber.

Fig. 6 is a horizontal section taken through the side portions of theengine and showing the means for timing the admission of gaseous fuelcharges into the ends of the engine cylinder.

Fig. '7 is an elevational view of the parts seen looking in thedirection indicated by arrow 1 in Fig. 6.

Fig. 8 is a vertical section taken approximately on the lin-e 8 8 ofFig. 7.

Fig. 9 is an enlarged vertical section taken on the line 9 9 of Fig. '7.

Fig. 10 is a horizontal section taken on the line IIJ-I0 of Fig. 9.

Fig. 11 is a horizontal section taken on the line II--II of Fig. 9.

Fig. 12 is a detailed section taken approximately on the line l2|2 ofFig. 6.

Fig. 13 is an end elevational View of the lever utilized for moving thepushpin that imparts movement to the fuel control admission means.

Fig. 14 is a vertical section taken on the line Ill-I4 of Fig. 13.

Fig. 15 is an end elevational view of a plug provided with jet openings,and which is seated in 'th'e gaseous fuel inlet control valves.

Referring by numerals to the accompanying drawings, I0 designates ahousing or frame that encloses the operating parts of my improvedengine, and one end of this housing or frame is provided with aremovable head II.

If the engine is arranged so that the piston and cylinder reciprocatevertically, the head II is at the upper end of frame I0, and the lowerend of said frame is provided with a suitable ange I2, whereby theengine may be mounted on a suitable base.

Removably located on the upper portion of frame I5, a short distancebelow head II, is a partition I3, and the chamber I4 between saidpartition and head II functions as a pumping chamber in which operates apiston I5. The wall or guiding frame I0 below the removable partitionI3, is provided with chambers I6, through which may be circulatedV acooling uid, such as water, in order to disseminate the heat developedduring engine operation. Formed in the side wall of frame I0, is anopening in which is removably positioned a block I'I, through which isformed an exhaust duct I8, the ends of which are open. to provideexhaust outlet ports I9. At the center of block I'I, duct I8 is providedwith an opening that communicates with an exhaust outlet pipe 29.

Arranged for reciprocatory movement within the chamber in guiding frameI9, is acylinder 2l, and immediately surrounding said cylinder andinterposed between the frame I0 and cylinder, is a guiding jacket 22.The upper end of cylinder 2| is provided with a Xed head 23, and thelower end of said cylinder is provided with a removable head 24. Thisremovable head is positioned in the lower portion of the cylinder, andis retained therein by one or more rings that are screwed into theinternally threaded lower portion of the cylinder. Pivotally connectedto the lower head 24, is one end of a connecting rod 25, the lower oropposite end. of which is connected to one of the cranks 27, that areformed on a crankshaft 28. Mounted for oscillatory movement within thecylinder 2|, and positioned immediately against the inner face of thewall thereof, is a sleeve 29, and mounted for reciprocatory movementwithin said sleeve is a piston 30.

In order to reduce friction between the piston and sleeve in which saidpiston reciprocates and between the cylinder and the guiding frame,-theend portions of said piston are slightly larger in diameter than theintermediate portion of said piston, and seated in the larger ends ofsaid piston, are cil rings 30a.

At both Vends of piston 3D, the corners between the end and peripheralsurface are cut away to form inclined faces 30h with a shoulder 30obetween said faces. Fitted onto the ends of the piston and overlying theinclined faces 39h, are Split packing rings 30d, the inner faces ofwhich are inclined so as to bear directly against said inclined faces30h.

In effect, these rings- 30d provide effective packing between the endsof the piston and the cylinder wall, particularly during high-pressureof the gaseous fuel charges and during lthe expansion of the ignitedfuel charges.

Under such conditions, the developed highpressure bears against theouter end faces of the packing rings thus tending to force the same1ongitudinally of the piston, and due to the provision of the inclined`faces h, the packing rings will expand to tightly engage the inner faceof the cylinder wall and thereby effectively prevent the leakage ofpressure between the end portions of the piston and the cylinder wall. i

Extending diametrically through the center of piston 3D, is thenon-circular portion of a'piston pin 3|, and the end portion thereofthat projects `beyond the'piston, is round in cross section, as

illustrated in Figs. 1 and 2, and said round end projects through a slot33 that is formed in the wall of sleeve 29. The intermediate portion ofthis slot is straight and parallel with the slot 32, and the end portion34 of said slot 33 is inclined in opposite directions, as illustrated inFigs. 1 and 2.

Thus the slots 33function `as cam slots, so that as the piston andcylinder are reciprocated, a slight oscillatory movement will beimparted to sleeve 29 as said piston and cylinder approach the ends oftheir travel.

This oscillatory movement of the sleeve 29 is accomplished in order toeffect the opening and closing of certain ports hereinafter more fullydescribed.

To decrease friction between the projecting portions of the piston pinand the edges of the slot 33, an anti-friction ring 35 is mounted on theprojecting end of the piston pin and bear on the edges of said slot 33.

Seated in head 23 of the piston, is the lower end of a short axial rod35, the upper end of which is detachably connected to piston I3. Formedin one side of head II, is an atmospheric air inlet duct 31, the innerend of which communicates with the upper end of pump chamber i4 by meansof a port 33, and adapted to close this port on the upward stroke ofpiston I5 is a flap-check valve 39.

Formed in the opposite side of head I i is an air ductI 45, the innerend of which communicates through a port 4l with the upper portion ofchamber I4, and controlling this port 4I is a flap-check valve 42 thatis arranged to close on the downward movement of piston I5, and to openon the upper movement thereof.

The upper end of duct 49 communicates with a duct 43 formed in the upperportion of frame I0, and the lower end of this duct 43 communicates witha chamber 44 that is formed in frame I0 immediately beneath partitionI3. Chamber 44 communicates by means of an annular space 45 with an airchamber 45 that is formed in the intermediate portion of frame Ill.

Formed in partition I3 adjacent the edge thereof, is an air inlet port4T controlled by a downwardly seating check valve 48 that is positionedon top of partition I3, and this port communicates with an air inletport 49 that is formed in the frame or housing I0. The inner end of port49 communicates with the chamber within jacket 22, and the inner end ofsaid port is controlled by an outwardly seating check valve 5I.

Formed in the other side of partition I3 is an air outlet port 52controlled by a flap check valve 53 that is arranged on the under sideof partition I3. Depending from partition I3 into chamber 44 andoverlying jacket 22, is a wall 54 in which is formed a port 55controlled by a flap check valve 56 that is arranged on the outer faceof said wall 54.

v 29, through cylinder 2| and through jacket 22,

are ports` 51 that are for the purpose of admitting air from annularchamber 45 into the upper end of the piston chamber within sleeve 29,and as illustrated in Fig. 4, these ports are arranged at diierentangles, and to a certain extent tangentially with respect to the partsin which they are formed, in order to produce a whirling or circularmotion of the air that is admitted to the piston chamber.

The flow of air through these ports is controlledv by the sleeve 29which, it will be understood, is slightly oscillated by the action ofthe piston pin 3| traversing the slot 3,3 as the piston reciprocateswithin the cylinder.

Air inlet ports 58 that are practically identical with the air inletports 51, are formed through the upper portion of removable head 24 atthe lower end of the cylinder, through the lower portion of sleeve 29,and through the lower portion of cylinder 2| for the purpose ofadmitting air from chamber 46 to the lower end oi the piston chamber,and the outer ends of these air inlet ports lare adapted to communicatewith inlet ports 58a` that are formed through the lower portion ofjacket 22 when the cylinder assembly comprising the sleeve and cylinderare at the lower end of their travel.

These portions of the air inlet ports 51 and 58 that are formed in thesleeve 29 are staggered or offset with respect to each other, so as tocontrol and bring aboutv the alternate admission of air to the ends ofthe piston chamber in accordance with the movements of the piston insaid chamber, and when the lower ports 58 are closed, as illustrated inFig. 1, the upper ports 51 are open.

This staggered arrangement of the ports in the sleeve is illustrated inFig. 2.

That portion of the piston pin 3| that passes through piston 30, ispreferably non-circular or square, as illustrated in Fig. 5. and the endportions of said piston pin that project through the slot 32 and 33 insleeve 29 and cylinder 2|, and through a vertically disposed slot formedin the jacket 22 and the frame or housing |0, are round, as illustratedin Fig. 2.

In Fig. 6 one end of a connecting rod 59 is shown mounted on the roundedend portion of the piston pin 3|, and the other end of this connectingrod 59 is journalled on a crank 21a of crank shaft 21, and which isdisposed immediately to the side of and diametrically opposite crank 21to which the cylinder piston rod 26 is connected.

Formed in one end portion of piston pin 3| are lubricating oil ducts 68,the outer ends of which are connected by ducts 68a to a suitable sourceof liquid lubricant supply under a certain amount of pressure.

The inner ends of these ducts 68 communicate with ducts 6| that areformed in piston 30, and which lead to the grooves in the piston thatreceives the oil rings 30a, and the inner members of each set of oilring grooves are connected by a lubricating oil circulation duct 62.Thus, provision is made for lubricating the piston during itsreciprocatory movements.

Formed in piston pin 3| is a high-pressure air duct 63, the samecommunicating by means of ducts 64 that are formed in the centralportion of piston 38 with high-pressure air chambers 65 that are formedin the end portions of the piston. The outer end of the high-pressureair duct 63 is connected by a duct 66 to a suitable source of vair underhigh-pressure, for instance, a storage tank or a high-pressure pump.

Formed integral with the piston pin 3| and extending through thehigh-pressure air chambers 65, are cylinders 61 that connect the centralportion of the piston that carries the piston pin, with the end portionsof said piston.

Arranged for reciprocatory movement within each cylinder 61 is a piston68 provided on its inner end or the end adjacent the piston pin with aplate 69. an expansive coil spring 10 that tends to force the piston 68toward the center of the piston.

Arranged for sliding movement diametrically through the piston 30 is apushpin 1I, the ends of which bear on the plates 69. This pushpin isactuated by means hereinafter more fully de- 1 scribed.

The pistons 68 are utilized for controlling the admission of the gaseousfuel charges to the ends of the chamber within which the pistonreciprocates.

Formed in the end portions of the piston are combined ignition andprecombustion chambers 12, the same communicating through ports 13 withthe end portions of the piston chamber, and a port 14 formed betweeneach pre-combustion chamber 12 and the piston chamber in the adjacentcylinder 61.

Removably seated in the outer portion of each piston 68, and disposed atright angles tothe axis of said piston, is a plug 15 provided with anaxial duct 86 that communicates with the lower end of a fuel oil supplyduct 16 that extends lengthwise through the wall of cylinderv 61, andthe upper portion of said duct 16 communicates with a duct 11 that isformed in piston pin 3|. This last mentioned duct communicates with aduct 18 that extends lengthwise through a part of the piston pin andconnected to the outer end of said duct 18 is a flexible tube or duct 19that leads from a suitable source of liquid hydrocarbon supply.

The high-pressure air to gasiiy and support combustion of the liquidhydro-carbon delivered into the pre-combustion chamber 12, passesthrough a duct 80 that is formed through the wall of cylinder 61, andwhen the piston 68 is moved to the proper position, this duct 88registers with a duct 8| that is formed in piston 68 and a continuation82 of duct 8| communicates with a plurality of jet openings 83 that areformed in plug 15 around the discharge end of duct 16.

The jet openings 83 are slightly inclined with respect to the axis ofduct 16, so that the highpressure air that discharges from said jetopenings tends to thoroughly mix with the liquid hydro-carbondischarging from duct 16, and thereby producing a turbulence of thegaseous fuel at the time of its ignition in the pre-comb-ustion chamber12.

A branch high-pressure air supply duct 84 passes diametrically throughpiston 68, one end Arranged beneath each plate 69 isl of which duct isVadapted toregister with duct 80, and the other end registering with anvair by- `,pass 85 vthat is formed in the inner Vface of cylinder 61.

Thus, provision is made for delivering liquid 'hydro-carbon and airunder high-pressure into :the pre-combustion .chambers 12, and theadmission -of said liquid hydro-carbon and air is controlled by themovements of thepistons 68 in their cylinders.

As `the engine piston 30 approaches Veach end yof itstravel, thecorresponding piston'18 is moved outwardly by the push :pin 1|, so thatthe various 'ducts are in registration with each other, as illustratedin Fig. 5, to permit liquid hydro-carbon 'and air under high-pressure todischarge from the openings in plug 15 into the ignition andpre-combustion chamber 12.

The means employed for timing the movements `of the pistons 68 relativevto the movements of piston 30, and kwhich means is illustrated in Figs.'6 to 14 inclusive, will now be described.

Formed integral .with the housing or frame on one side thereof, andarranged to the sides of the projecting end of piston pin 3|, arevertically disposed walls r81, and secured to the outer ver- `ticaledges of these walls are plates 88 that pro- *ject toward each other.Formed in the adjacent inner edges of these plates are slots 89, thatare substantially T-shaped in cross-section.

Secured to plates 88 are horizontally aligned bearings 90 in which isjournalled a shaft 9| capable of being manually or mechanically rotated,and carried by said shaft is a pair of eccentrics 92, the high portionsof which are Varranged 180 apart.

I prefer to provide suitable manually operable means for rotating shaft9| tol shift the position of 'the eccentrics 92 and such manuallyoperable means may take various forms; for instance, a small hand wheelor a lever and where a lever is used, the same may have associatedtherewith a conventional pawl or detent that engages the teeth of anarcuate rack.

Arranged for vertical sliding movement on the inner edge of each plate83 is a pair of blocks 93 and 94, and the pair of blocks on one plateare disposed above shaft 9| and the pairwof blocks on the other plateare disposed below said shaft.

Formed on the side of each block is a vertically disposed rib 95 that isT-shaped in cross-section, and which occupies the corresponding T-shapedgroove 89.

Projecting outwardly from the inner block of each pair and on the sideadjacent the end of the piston pin, is a pair of parallel legs 96, theupper portions of which have bearing in notches 91 that are formed inthe outer plug 93 of the pair.

Formed in the inner faces of the legs 96 are grooves 98. and arranged toslide therethrough are the edges of a thin plate 99 of resilient metal,preferably steel, and somewhat similar to a section of a clock spring,and one end of this resilient plate is rigidly secured to block 93. Theinner ends of the grooves 98 are curved away from the faces of theblocks 93 and 94, that are adjacent the end of the piston pin 3|. (SeeFig. 9.)

Surrounding each eccentric 92 is a band or collar 92a, and pivotallyconnected to the high points of these collars are relatively short rods92h.

One of these rods is connected to block 94 above Athe shaft 9|, and theother rod is connected to the block 94 below said shaft. Pivotallyconnected to the low portions of the collars 92a. are rods 92o, -oneVofvwhich is connected to the block 93 labove the shaft 92, and thellower end of the xother rod is connected to the block 93 lbelow the lIt will be understood that Vthe arrangement of the two pairs of blocks93 and 94 above and below the shaft 9| are reversed with respect to eachother; -that is, in the pair above the shaft 9|, the block 93is'uppermost, and Vin the pair fdisposed below shaft 9|, block 93 islowermost.

Formed through the adjacent end of piston pin-3| is alo-ngitudinallydisposed opening |00, the .inner end of which communicates with theopening through which pushpin 1| operates, and extending lengthwisethrough this opening |00, is a lever 0| that is fulcrumed on transverseaxis |02. The'inner end of this lever |0| is bifurcated, as designatedby|93, for engagement with shoulders |04 formed on the intermediateportion of pushpin 1|.

Pivoted on horizontal axes |'05 in the outer end ofv lever |01, is apair of fingers |06 which l*normally-project outwardly from the end ofsaid lever, andwhich pins are capable of being swung on their axes so'as to occupy notches, or recesses |01 thatare formed in the end of thelever.

A spring |08 cooperates with the pivoted end of each finger so as tonormally hold said finger in position, so that it projects from the endof the nlever, as illustrated in Fig. 14.

These fingers are located on opposite sides of the end of the lever |0I,as illustrated in Fig. 13. so that said-fingers are in position toengage the spring plates 99 carried by the blocks 93.

The operation of my improved engine is as follows:

, It will be understood that due to the opposite arrangement of thecrank 21 and cranks 21a., the piston and cylinder move simultaneously inopposite directions, and that as the ends of the piston and the cylinderapproach each other,

gaseous fuel charges will be admittedY to the chambers between the endsof the piston and the ends of the cylinder,which gaseous fuel chargesare compressed and ignited as aresult of the heat developed by highcompression, together with the .heat of the high pressure air that isadmitted to the ignition and pre-combustion chamber 12, and theresulting expansion drives the piston and cylinder in oppositedirections and thus practically all of the power produced between thecylinder head and end of the piston as a result of combustion andexpansion of the gaseous fuel charge will vbe transmitted throughconnecting rods .26.and 59 to the crankshaft.

VIn Fig. l, the piston 30 is shown at the lower end of its travel, andthecylinder 2| is at the upper'endof its travel. Under such conditions,the upper one of exhaust ports |9 is open to permit the products ofcombustion to discharge through exhaust manifold I8 and outlet pipe 20.

At this time, the upper set of air inlet ports 51 are open, due to theoscillation of sleeve 29 by the movement of the piston pin into theinclined end 34 of slot 33, and as these ports are open, the air fromchamber 46 and ducts 45 is drawn through the open ports 51 to replacethe products of combustion that escape through the open upper one ofports I9 through the exhaust manifold.

The reciprocation of cylinder 2| imparts reciprocatory movement to thedouble-acting pump piston |5, which on both strokes pumps air into thechambers 45 and 46, and which air under a certain degree of pressure,is` utilized for supercharging the combustion chambers. As the piston I5reciprocates, air is alternately drawn into ports` 31 and 49 past inletcheck'valves 39 and 48, land from the chamber |4, the air passes throughports 4| and 52 controlled by. check valves 42 land 53 into the annularspace 45 and chamber 46. A

On the upward travel of the piston after the exhaust function has takenplace, as just described, the movement of the piston pin through theinclined portion of 34 of slot 33, oscillates sleeve 29 so as to closethe upper one of the exhaust ports |9 and also closing the air inletports 51 at the upper end of the cylinder.

As the piston travels upwardly, one of the ngers |06 engages against oneof the plates 99 positioned between the blocks 93 and 94, so that leverIDI is swung on its axis, thereby elevating pushpin 1| and moving theupper one of the pistons 68 upwardly through its cylinder against theresistance of the corresponding spring 18 so as to bring the plug 15into position so that the port 16 and jet openings 83 will register withinlet openings 14 into the ignition and pre-combustion chamber 12.

When so positioned, a charge of liquid hydrocarbon passes from duct 18through duct 16, and

discharges into the ignition chamber 12, and atl the same timehigh-pressure air from chamber v65 passes through ducts 88, 8|, by-pass85, duct 86 and jet openings 83, and this air, together with the liquidhydro-carbon, discharges into ignition chamber 12 and passes throughoutlet port 13 into the chamber between the end of the cylinder and theend of the piston, which. last mentioned chamber is decreasing in sizedue to the travel of the end of the cylinder and the end ofthe pistonYtoward each other. Y

At the proper point of compression, the compressed gaseous fuel'chargeis ignited as a result of the heat generated by high compression, andthe expansion following combustion of the gases drives the cylinderupwardly and the piston downwardly, thus accomplishing the power stroke.

On the downward travel of the piston, the other one of the ngers |06carried by the end of lever |I, engages the other one of the plates 99which is the plate associated with the blocks 93 and 94, below the shaft9|, so as to swing the inner end of lever IDI downwardly, therebyactuating pushpin 1| so as to move the lower one of the pistons 68downwardly into the position illustrated in Fig. 5, and thus liquidhydro-carbon and high-pressure air are simultaneously admitted to theignition and pre-combustion chamber 12 and to the combustion chamberbetween the lower end of the piston 30 and the lower head 24 of thecylinder.

Atthe proper point of compressionV of the gaseous fuel charge betweenthe lower end of the piston and the lower end of the cylinder, ignitionand combustion of the compressed gaseous fuel charge takes place, todrive the piston upwardly and the cylinder downwardly. The piston islubricated by lubricating oil that is delivered through exibleconnections 60a to rings 30a.-

Shaft 9| may be rotated by the manually op# y erable means associatedtherewith so as to shift the positions of the eccentrics 92 and therebysimultaneously move the members of the pairs of blocks 93 and 94 towardor away from each other, soas to regulate the time periods that thefingers |86 are in engagement with the resilient plates 99, and therebycontrolling and regulating the movements ofthe pistons 68 which controlthe admission of liquid hydro-carbon and high-pressure air to theignition and combustion chambers of thefengine. In other words, theshaft 9|, eccentrics 92, blocks 93 and 94 and associated partsconstitute a throttle to control the operation of the engine.

In my improved engine, it will be noted that both ends ofthe cylinderare solid, without openings for connecting rods or the like, and thatsaid cylinder is connected to the crankshaft by a single connecting rodarranged externally over the cylinder; and further that the piston isprovided with solid heads or end portions in each of which is formed anignition and pre-combustion. chamber, and that said piston is connectedto the crankshaft by connecting rods that are mounted on pins thatproject from opposite sides of the piston through slots in the wall ofthe cylinder.

In some instances, and particularly Where design makes it desirable, thepiston pin may project from one side only of the piston and also throughone side only of the sleeve and cylinder and said projecting end isconnected by a conventional connecting rod to one of the cranks of thecrank shaft.

Thus the piston and cylinder each having both of their ends thatcooperate to perform their intended functions in the development andtransmission of power to the crankshaft combined with the other parts ofthe engine in providing a compensating compound internal combustionengine.

While I have shown and described my invention embodied in an internalcombustion engine, it will be understood that the principal features ofmy invention may be advantageously employed for the economicalproduction of power from steam or any other expanding gas or fluid.

By injecting water-vapor or steam into the combustion chambers tocombine with the fuel admitted thereinto, the power developmentresulting from the combustion of such mixture is materially increased ascompared to the power development that is produced solely from the ex-Lpansive forces of hydrocarbon fuel.

As the products of combustion discharge from the combustion chambers,the pressure is materially reduced therein, thus creating a vacuumcondition within the combustion chambers, and which condition isenhanced due to the velocity of flow of the exhaust gases, and thisvacuum condition and pull of the exhausting gases draws air into thecombustion chambers to replace the burned and exhausted gases. 'I'hisair entering the combustion chambers under such conditions creates ahigh degree of turbulance and such results are attained without theassistance of mechanical or other auxiliary equipment.

This air inlet follows the exhaust action the same as the suction strokeof a conventional fourstroke cycle engine, and the escaping gasesproduce substantially the same effect as the piston of 4a four-strokecycle engine during the intake stroke. l

In an engine, as herein illustrated and described, the means forcontrolling the admission of gaseous fuel charges into the ignitionand'precombustion chambers are shown' and described as being in the formof pistons,v but it will be understood that with minor changes inconstruction, these gaseous fuel admission control elements mayv takethe form of rotary valves thatv It will beV understood that minorchanges in the4 size,k form and construction of the various parts of myimprovedv internal combustion engine may be madev and substituted forthose herein shown and described, without departing from `the spirit;

of the invention, the scope` of which is set forth in the appendedclaims.

I claim as my invention:

1. In an engine, a supporting structure, a cylinder mounted forreciprocatory movement in said` supporting structure, a piston mountedfor reciprocatory movement within said cylinder, a crankshaft, aconnection from said, cylinder to one of the cranks of said crankshaft,connections from the piston to other cranks of said crankshaft, saidpistonv being provided in both ends with an ignition and precombustionchamber, means for admitting air under pressure and liquid hydro-carbonto said ignition and precombustion chamber and adjustable means forcontrolling the admission of air and liquid hydrocarbon to said ignitionand precombustion chambers.

2. In an engine, a supporting structure, a cylinder mounted forreciprocatory movement in said supporting structure, a piston mountedfor reciprocatory movement Within said cylinder, a crankshaft locatedbeyond one end of the supporting structure, a connection from one end ofsaid cylinder to one of the cranks of said crankshaft, a connection fromthe center of said piston to another one of the cranks of saidcrankshaftV and means for admitting air under pressure into the ends ofsaid cylinder for scavenging the products of combustion therefrom.

3. In an engine, a supporting structure, a cylinder mounted forreciprocatory movement in said supporting structure, a piston mountedfor reciprocatory movement within said cylinder, aY

crankshaft mounted for operation beyond one end of said supportingstructure, a connection from one end of said cylinder to one of thecranks of said crankshaft, a connectionfrom the center of said piston toanother one of the cranks of said crankshaftand an air pump actuated bysaid reciprocating cylinder. Y

4. In an engine, a supporting structure, a. cyl.- inder mounted forreciprocatory movement in said supporting structure, a piston mountedfor reciprocatory movement within said cylinder, av crankshaft mountedyfor operation beyond one end of said supporting structure, a connectionfrom one end of said cylinder to one of the cranks of said crankshaft, ac-onnection from the-center of :said piston to another one ofthe cranksof saidy crankshaft, an air pump actuated by said reciprocating cylinderandmeans for delivering air from said pump into the ends of saidcylinder to scavenge the products of combustion therefrom.

5. In an engine, asupportingstructure, acylinder arrangedA for.reciprocatory movementin said supporting structureV heads in both endsof' said cylindena piston arranged for reciprocatory movement withinsaid cylinder each end of thel piston having an ignition andprecombustion a pin seated in and projecting radially from the center ofsaid piston, a crankshaft and connections betweenone endof said cylinderand from said piston pin to the cranksA of said crankshaft whereby themotion of said cylinder and piston is simultaneously delivered to saidcrank.- shaft at points on opposite sides of its axis.

6. In an engine, a supporting structure, a cylinder arranged, forreciprocatory movement in said supporting structure, a piston arrangedfor reciprocatory movement within said cylinder, a crankshaft,connections between said cylinder andY piston and the cranks. of saidcrankshaft whereby the motion of; said cylinder and pistonv issimultaneously delivered to` said crankshaft to points on opposite sidesof its axis, means for delivering gaseous fuell charges alternately intothe chambers between the ends ofthe piston and the ends of said cylinderand adjustable means for controlling the admission of gaseous fuel tothe chambers betweenl the ends of said piston and cylinder.

7. In an internal' combustion engine, a supporting structure, a cylindermounted for reciprocatory movement within said structure, a pistonmounted for reciprocatory movement within said cylinder, asleeve mountedfor oscillatory movement between said piston and cylinder, said sleevebeing provided at both ends with air inlet ports that are adapted toregister-with air inlet ports in the ends of the cylinder as said sleeveis oscillated and meanscarried by the piston for imparting oscillatorymovement to said sleeve.

8. In an internal combustion engine, a supporting structure, a cylindermounted for reciproca-V oscillatoryxmovement to said sleeve and meansfor admitting liquid hydro-carbon and air under pressure throughthepiston into the chambers between the ends of saidpiston and the ends ofsaid,

cylinder. Y

9. In an engine, thecombination with av cylinder mountedA forreciprocatory movement within said cylinder, a pistonpin carried bysaidA piston, a crankshaft, connectionsfrom said cylinder and said`piston pin to, said.` crankshaft onv oppositeA sides of its axis and.said piston and piston pin being provided with ducts for the admissionAofA gaseousfuel charges into thechambers between the ends of said.piston and the ends of said cylinder.

l0. In an engine, the combinationwith. a4r cylinder m'ountediforreciprocatory movement within said cylinder, a piston. pincarried bysaid piston, a crankshaft, connectionsfromsaid cylinder andsaid pistonpin toi said crankshaft on opposite sides of its axis, said piston andVpiston pin Y being provided with. ducts for the admission of gaseousfuel charges intothe chambers between the ends of said pistongandtheendsof said cylinder and-1 adjustable meansv for, controlling the admissionof gaseous fuel charges throughsald piston pin;and;piston.

11. In an engine, the combination with a cylinder mounted forreciprocatory movement within said cylinder, a piston pin carried bysaid piston, a crankshaft, connections from said cylinder and saidpiston pin to said crankshaft on opposite sides of its axis, said pistonand piston pin being provided with ducts for the admission of gaseousfuel charges into the chambers between the ends of said piston and theends of said cylinder, adjustable means for controlling the admission ofgaseous fuel charges through said piston pin and piston and means foradmitting air into the chambers between the ends of the piston and theends of the cylinder to scavenge the products of combustion from saidchambers.

12. In an engine, the combination with a cylinder mounted forreciprocatory movement, of a piston mounted for reciprocatory movementwithin said cylinder, a piston pin carried by said piston, a crankshaft,connections from said cylinder and said piston pin to said crankshaft onopposite sides of its axis, both ends of the piston being provided withadmission and precombustion chambers and means for admitting gaseousfuel charges through said piston pin to said ignition and precombustionchambers.

13. In an engine, the combination with a cylinder mounted forreciprocatory movement, of a piston mounted for reciprocatory movementwithin saidcylinder, a piston pin carried by said piston, a crankshaft,connections from said cylinder and said piston pin to said crankshaft onopposite sides of its axis, both ends of the piston being provided withadmission and precombustion f chambers, means for admitting gaseous fuelcharges through said piston pin to said ignition and precombustionchambers and adjustable means for controlling admission of gaseous fuelcharges to said ignition and precombustion chambers in accordance withthe movement of said piston.

14. In an engine, a cylinder mounted for reciprocatory movement, adouble ended piston mounted for reciprocatory movement within saidcylinder, the ends of said piston between its periphery and end facesthereof being provided with circumferential inclined faces, packingrings applied to the ends of the piston, which packing rings haveinclined faces that engage the corresponding inclined faces on saidpiston and interengaging shoulders formed on the inclined faces of saidpiston and said packing rings. y

15. In an engine, the combination with a cylinder mounted forreciprocatory movement, said cylinder having solid ends, of a pistonmounted for reciprocatory movement Within said cylinder, said pistonhaving solid ends, a connecting rod connected to one end of saidcylinder, and a connecting rod connected to the center of said piston.

16. In an engine, the combination with a cylinder mounted forreciprocatory movement, said cylinder having s-olid ends, of a pistonmounted for reciprocatory movement within said cylinder, said pistonhaving solid ends, a crankshaft mounted for operation beyond one end ofthe cylinder, a connecting rod between one end of said cylinder and oneof the cranks of said crankshaft, and a connecting rod between thecenter of said piston and another one of the cranks of said crankshaft.

17. In an engine, the combination with a cylinder mounted forreciprocatory movement, said cylinder having solid ends, of a pistonmounted for reciprocatory movement Within said cylinder, said pistonhaving solid ends, a pin rigidly seated in and projecting radially fromthe center of said piston, a crankshaft, a connection from one end ofsaid cylinder to one of the cranks of said crankshaft and connectionsfrom said piston pin to another one of the cranks of said crankshaft, aportion of which last-mentioned connections pass through an opening inthe side of the cylinder.'

18. In an engine, a supporting structure, a cylinder mounted forreciprocatory movement in said supporting structure, xed heads closingboth ends of said cylinder, a double-ended piston mounted forreciprocatory movement within said cylinder, said piston being providedin each end with an ignition and precombustion chamber, a crankshaftmounted for rotation beyond one end of the cylinder, a connection fromone end of said cylinder to one of the cranks of said crankshaft and aconnection from one central portion of said piston to another one of thecranks of said crankshaft.

19. In an engine, a supporting structure, a cylinder mounted forreciprocatory movement in said supporting structure, a piston mountedfor reciprocatory movement Within said cylinder, fixed heads closingboth ends of said cylinder, a double-ended piston mounted forreciprocatory movement within said cylinder, a crankshaft arranged foroperation beyond one end of the cylinder, a connection from one end ofsaid cylinder to one of the cranks of the crankshaft, a connection fromthe central portion of said piston to another one of the cranks of saidcrankshaft, said piston being provided in both ends with an ignition andprecombustion chamber and means for admitting air under pressure andliquid hydrocarbon to said ignition and precombustion chambers.

20. In an engine, a supporting structure, a cylinder arranged forreciprocatory movement in said supporting structure, a head in each endof said cylinder, a piston arranged for reciprocatory movement withinsaid cylinder, each end of said piston containing an ignition andprecombustion chamber, a pin seated in and projecting radially from thecenter of the piston, a crankshaft, connections between one end of saidcylinder and from said piston pin to the cranks of said crankshaftwhereby the motion of said cylinder and piston is simultaneouslydelivered to said crankshaft at points on opposite sides of its axis andmeans for delivering gaseous fuel charges alternately into the chambersbetween the ends of th-e piston and the heads in the ends of saidcylinder.

WARD PHILLIPS.

